Enhanced real-time ammonia slip detection

- Ford

Systems and methods for detecting ammonia slip in an exhaust system based upon transient NOx sensor responses are described. In one example method, an exhaust system allocates tailpipe NOx sensor output to NOx and NH3 levels responsive to the transient sensors using a segment length method that processes the transient signals based on the total segment lengths calculated within a window. A ratio of segment lengths relative to a threshold is determined for a measured and expected NOx rate of change downstream of an SCR that is further used to determine a probability of NOx and NH3 based on the measured sensor activities, and a controller is included to adjust one or more parameters based on the allocation and changes of sensor output.

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Description
CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation-in-part of U.S. patent application Ser. No. 13/859,435, “ENHANCED REAL-TIME AMMONIA SLIP DETECTION,” filed Apr. 9, 2013, the entire contents of which are hereby incorporated by reference for all purposes.

FIELD

The present application relates generally to ammonia slip detection in an exhaust gas treatment system included in an exhaust system of an internal combustion engine.

BACKGROUND AND SUMMARY

Diesel vehicles may be equipped with an exhaust gas treatment system which may include, for example, a urea based selective catalytic reduction (SCR) system and one or more exhaust gas sensors such as nitrogen oxide (NOx) sensors, at least one of which may be disposed downstream of the SCR system. When the SCR system becomes loaded with urea to a point of saturation, which varies with temperature, the SCR system may begin to slip ammonia (NH3). The NH3 slip from the SCR system may be detected by the tailpipe NOx sensor as NOx resulting in an inaccurate NOx output which is too high. As such, the efficiency of the SCR system may actually be higher than the efficiency determined based on the inaccurate NOx output.

US 2012/0085083 describes a method for estimating NOx conversion using a polynomial model that also allows for the NH3 concentration at the downstream tailpipe NOx sensor to be estimated. As described therein, temporal sensor signatures of a feedgas NOx sensor located upstream of the SCR and a tailpipe NOx sensor located downstream of the SCR are quantified and fit using a polynomial model that enables estimation of NH3 slip and NOx conversion efficiency. However, because the method uses a segment of each sensor signal for processing, a time lag exists between the acquisition of each NOx sensor output signal and the allocation of downstream NOx sensor output to NOx and NH3. When the time lag is combined with the polynomial fitting algorithm described, which may be prone to localized estimation errors, realization of a real-time NH3 slip detection system by the methods described would be difficult to implement.

The inventors have recognized disadvantages with the approach above and herein disclose methods for the real-time control of ammonia slip in an engine exhaust system. Methods described use transient responses of a NOx sensor to identify the rates of change of a NOx signal. Then, a processor further uses the rates of change of the NOx signals to determine how the downstream tailpipe NOx sensor is expected to change based on the exhaust flow upstream of the SCR, which allows allocation of the tailpipe NOx sensor in the manner herein described. The inventors have further recognized that a tradeoff exists between the sensitivity and accuracy when processing transient signals. For this reason, the disclosed segment length method increases signal sensitivity while maintaining a high degree of accuracy, particularly at low exhaust temperatures, which allows for enhanced signal processing during lightly driven engine cycles. In addition, the inventors have further recognized that the envelope technique may have a reduced sensitivity than the segment length method in some instances since phasing errors cause the envelopes to be larger due to the phasing. Moreover, the envelope method is susceptible to being disabled during directional changes of the transient signal, which may result in a reduced accuracy in some cases. Thus, the segment length method disclosed is more robust to noise factors and phasing errors, and may thus have a higher sensitivity without a substantial reduction in accuracy. As one example, the inventors found that the sensitivity of the segment length method to ammonia detection is ˜10 ppm whereas the sensitivity of the envelope method is ˜25-30 ppm. In one particular example, the exhaust system includes two NOx sensors that continuously monitor the exhaust gas flow upstream and downstream of an SCR device. Then, when entry conditions of the engine system are met, for example when the SCR device is above a temperature threshold, the rate of change of the upstream feedgas NOx sensor is combined with a current tailpipe reading to estimate the rate of change of the tailpipe NOx sensor expected based on the feedgas signal slope. The expected tailpipe NOx signal is then compared with the actual NOx signal in order to allocate the NOx sensor output to NOx and NH3 using one or more of the envelope method and segment length method disclosed herein and described in detail below.

In another example, a method is provided that comprises allocating a NOx sensor output to each of NH3 and NOx based on an upstream NOx rate of change and a downstream NOx rate of change relative to the SCR emission device, which thereby allows the amount of reductant delivered to the engine exhaust to be adjusted based on the relative sensor signals. Because the method uses transient responses of the upstream and downstream NOx sensors, in addition to the expected NOx signal, it is therefore possible to achieve a high level of NH3 detection. In this way, it is possible to provide enhanced allocation of the NOx sensor output in order to determine the relative NOx and NH3 levels in the exhaust system.

The present description may provide several advantages. In particular, the segment length approach may allow for the real-time detection of NH3 slip with a high level of detection sensitivity without high feedgas NOx interventions while preserving detection accuracy. Thus, NH3 slip can be detected while a vehicle is in operation and corrective measures taken based on the current state of the exhaust system. Furthermore, because the detection sensitivity is increased, high levels of NOx are not required in order to determine the allocation of the tailpipe NOx sensor output to NOx and NH3.

The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings. It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where:

FIG. 1 shows a schematic diagram of an engine including an exhaust system with an exhaust gas treatment system;

FIGS. 2 A-D shows graphs illustrating an ammonia slip condition determined via the envelope method;

FIG. 3 shows a flow chart illustrating a routine for detecting ammonia slip via the envelope method in an exhaust gas treatment system;

FIG. 4 shows a flow chart illustrating a routine for controlling operating parameters when an exhaust gas sensor output is allocated to nitrogen oxide;

FIG. 5 shows a flow chart illustrating a routine for controlling operating parameters when an exhaust gas sensor output is allocated to ammonia;

FIGS. 6 A-D and 7 A-D show graphs illustrating NOx and NH3 slip conditions, respectively, determined via the segment length method;

FIGS. 8 A-E show an example exhaust signal under high tailpipe NH3 slip conditions according to the method;

FIG. 9 shows a flow chart illustrating a routine for detecting ammonia slip in an exhaust gas treatment system according to the segment length method; and

FIG. 10 shows a flow chart illustrating a routine for operating the control system in different processing modes according to the methods disclosed in order to allocate the exhaust gas sensor output to NOx and ammonia.

 DETAILED DESCRIPTION

The following description relates to methods and systems for detecting NH3 slip from an SCR system based on transient NOx signals detected therein. In one example, a method is described that comprises using information from two NOx sensors, a feedgas sensor located upstream of the SCR and a tailpipe sensor located downstream, to predict a tailpipe NOx slope responsive to the transient feedgas NOx signal. In one particular example, a segment length method is disclosed that further comprises comparing a predicted (or expected) downstream NOx rate of change to the measured downstream NOx rate of change via a segment length method and allocating output from the NOx sensor to each of ammonia and nitrogen oxide in different amount depending on the transient signals detected. For simplicity and clarity, the allocation allocates more of the NOx sensor output to NOx than NH3 when a ratio of the measured downstream NOx rate of change relative to an expected downstream NOx rate of change exceeds a threshold. In an alternate embodiment, the method comprises generating an envelope around the expected tailpipe NOx signal and allocating output from the NOx sensor to each of ammonia and nitrogen oxide in different amounts depending on changes in sensor output. For example, a transient tailpipe sensor output that falls outside of an expected envelope indicates an exhaust system that is slipping NH3, which is further quantified by ramping a counter positive toward an upper level that indicates NH3 slip. Conversely, a transient tailpipe sensor output falling within the expected envelope indicates NOx slip, which is further quantified by ramping a counter negative toward a lower level that indicates NOx slip. In this manner, the exhaust gas sensor may be used to indicate both a reduced exhaust gas treatment system efficiency and an NH3 slip condition. The methods described further comprise adjusting one or more operating parameters based on the determined allocation and changes in sensor output.

Referring now to FIG. 1, a schematic diagram showing one cylinder of multi-cylinder engine 10, which may be included in a propulsion system of an automobile, is illustrated. The engine 10 may be controlled at least partially by a control system including a controller 12 and by input from a vehicle operator 132 via an input device 130. In this example, input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. A combustion chamber (or cylinder) 30 of the engine 10 may include combustion chamber walls 32 with a piston 36 positioned therein. The piston 36 may be coupled to a crankshaft 40 so that reciprocating motion of the piston is translated into rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system. Further, a starter motor may be coupled to the crankshaft 40 via a flywheel to enable a starting operation of the engine 10.

The combustion chamber 30 may receive intake air from an intake manifold 44 via an intake passage 42 and may exhaust combustion gases via an exhaust passage 48. The intake manifold 44 and the exhaust passage 48 can selectively communicate with the combustion chamber 30 via respective intake valve 52 and exhaust valve 54. In some embodiments, the combustion chamber 30 may include two or more intake valves and/or two or more exhaust valves.

In the example depicted in FIG. 1, the intake valve 52 and exhaust valve 54 may be controlled by cam actuation via respective cam actuation systems 51 and 53. The cam actuation systems 51 and 53 may each include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and/or variable valve lift (VVL) systems that may be operated by the controller 12 to vary valve operation. The position of the intake valve 52 and the exhaust valve 54 may be determined by position sensors 55 and 57, respectively. In alternative embodiments, the intake valve 52 and/or exhaust valve 54 may be controlled by electric valve actuation. For example, the cylinder 30 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT systems.

In some embodiments, each cylinder of the engine 10 may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, the cylinder 30 is shown including one fuel injector 66. The fuel injector 66 is shown coupled directly to the cylinder 30 for injecting fuel directly therein in proportion to the pulse width of signal FPW received from the controller 12 via an electronic driver 68. In this manner, the fuel injector 66 provides what is known as direct injection (hereafter also referred to as “DI”) of fuel into the combustion cylinder 30.

It will be appreciated that in an alternate embodiment, the injector 66 may be a port injector providing fuel into the intake port upstream of the cylinder 30. It will also be appreciated that the cylinder 30 may receive fuel from a plurality of injectors, such as a plurality of port injectors, a plurality of direct injectors, or a combination thereof.

In one example, the engine 10 is a diesel engine that combusts air and diesel fuel through compression ignition. In other non-limiting embodiments, the engine 10 may combust a different fuel including gasoline, biodiesel, or an alcohol containing fuel blend (e.g., gasoline and ethanol or gasoline and methanol) through compression ignition and/or spark ignition.

The intake passage 42 may include a throttle 62 having a throttle plate 64. In this particular example, the position of the throttle plate 64 may be varied by the controller 12 via a signal provided to an electric motor or actuator included with the throttle 62, a configuration that is commonly referred to as electronic throttle control (ETC). In this manner, the throttle 62 may be operated to vary the intake air provided to the combustion chamber 30 among other engine cylinders. The position of the throttle plate 64 may be provided to the controller 12 by throttle position signal TP. The intake passage 42 may include a mass air flow sensor 120 and a manifold air pressure sensor 122 for providing respective signals MAF and MAP to the controller 12.

Further, in the disclosed embodiments, an exhaust gas recirculation (EGR) system may route a desired portion of exhaust gas from the exhaust passage 48 to the intake passage 42 via an EGR passage 140. The amount of EGR provided to the intake manifold 44 may be varied by a controller 12 via an EGR valve 142. By introducing exhaust gas to the engine, the amount of available oxygen for combustion is decreased, thereby reducing combustion flame temperatures and reducing the formation of NOx for example. As depicted, the EGR system further includes an EGR sensor 144 which may be arranged within the EGR passage 140 and may provide an indication of one or more of pressure, temperature, and concentration of the exhaust gas. Under some conditions, the EGR system may be used to regulate the temperature of the air and fuel mixture within the combustion chamber, thus providing a method of controlling the timing of ignition during some combustion modes. Further, during some conditions, a portion of combustion gases may be retained or trapped in the combustion chamber by controlling exhaust valve timing, such as by controlling a variable valve timing mechanism.

An exhaust system 128 includes an exhaust gas sensor 126 coupled to the exhaust passage 48 upstream of an exhaust gas treatment system 150. The sensor 126 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor. The exhaust gas treatment system 150 is shown arranged along the exhaust passage 48 downstream of the exhaust gas sensor 126.

In the example shown in FIG. 1, the exhaust gas treatment system 150 is a urea based selective catalytic reduction (SCR) system. The SCR system includes at least an SCR catalyst 152, a urea storage reservoir 154, and a urea injector 156, for example. In other embodiments, the exhaust gas treatment system 150 may additionally or alternatively include other components, such as a particulate filter, lean NOx trap, three way catalyst, various other emission control devices, or combinations thereof. In the depicted example, the urea injector 156 provides urea from the urea storage reservoir 154. However, various alternative approaches may be used, such as solid urea pellets that generate an ammonia vapor, which is then injected or metered to the SCR catalyst 152. In still another example, a lean NOx trap may be positioned upstream of SCR catalyst 152 to generate NH3 for the SCR catalyst 152, depending on the degree or richness of the air-fuel ratio fed to the lean NOx trap.

The exhaust gas treatment system 150 further includes an exhaust gas sensor 158 positioned downstream of the SCR catalyst 152. In the depicted embodiment, the exhaust gas sensor 158 may be a NOx sensor, for example, for measuring an amount of post-SCR NOx. In some examples, an efficiency of the SCR system may be determined based on the exhaust gas sensor 158, for example, and further based on the exhaust gas sensor 126 (when the sensor 126 measures NOx, for example) positioned upstream of the SCR system. In other examples, the exhaust gas sensor 158 may be any suitable sensor for determining an exhaust gas constituent concentration, such as a UEGO, EGO, HEGO, HC, CO sensor, etc.

The controller 12 is shown in FIG. 1 as a microcomputer, including a microprocessor unit 102, input/output ports 104, an electronic storage medium for executable programs and calibration values shown as a read only memory chip 106 in this particular example, random access memory 108, keep alive memory 110, and a data bus. The controller 12 may be in communication with and, therefore, receive various signals from sensors coupled to the engine 10, in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from the mass air flow sensor 120; engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; a profile ignition pickup signal (PIP) from a Hall effect sensor 118 (or other type) coupled to the crankshaft 40; throttle position (TP) from a throttle position sensor; absolute manifold pressure signal, MAP, from the sensor 122; and exhaust constituent concentration from the exhaust gas sensors 126 and 158. Engine speed signal, RPM, may be generated by controller 12 from signal PIP.

The storage medium read-only memory 106 can be programmed with non-transitory, computer readable data representing instructions executable by the processor 102 for performing the methods described below as well as other variants that are anticipated but not specifically listed.

In one example, the controller 12 may detect NH3 slip based on output from the exhaust gas sensor 158, as will be described in greater detail below with reference to FIG. 2. As an example, when the sensor 158 detects a threshold increase in NOx output, the controller 12 adjusts the EGR valve 142 to reduce an amount of EGR such that NOx emission from the engine 10 increases. Based on the change in sensor output during the period of reduced EGR, the sensor output is allocated to NOx or NH3. For example, if the sensor output increases, the output is allocated to NOx, as increased NOx from the engine is not reduced by the SCR system. On the other hand, if the sensor output does not change by more than a threshold amount, the output is allocated to NH3 and NH3 slip is indicated. Based on the change in output and the allocation, the controller 12 may adjust one or more engine operating parameters. As non-limiting examples, the controller 12 may adjust the amount of EGR and/or the delivery of reductant based on the change in output and the allocation.

As described above, FIG. 1 shows one cylinder of a multi-cylinder engine, and each cylinder may similarly include its own set of intake/exhaust valves, fuel injector, spark plug, etc.

Turning to the plots shown in FIGS. 2A-D, an example transient NOx signal depicts an ammonia slip condition is shown for the two sensor system of FIG. 1. Because NOx sensors produce output signals responsive to both NOx and NH3, a method to detect NH3 slip may be useful for managing the output of the exhaust system and resources therein. For example, if an SCR system is loaded with urea to the point of saturation, which varies with temperature, it may start to slip NH3. The NH3 slipping past the SCR may be read by the tailpipe NOx sensor as NOx, which confuses the SCR control and monitoring system into thinking the system has a lower efficiency than it really has since some of the signal is actually due to NH3.

In FIGS. 2A-D, four temporal plots are shown that exemplify the method. The four plots are related and therefore use the same time axis, which for simplicity is shown along the bottom plot. Furthermore, although the data is shown schematically as a function of time in seconds, the unit of time is not limiting and other units of time are possible. From top to bottom, the four plots represent: NOx signals collected by NOx sensors in the exhaust gas system; derivative plots of the predicted and actual slopes of the tailpipe NOx sensor according to the method; a plot showing the difference between predicted and actual slopes of the tailpipe NOx sensor; and a counter with a threshold to indicate NH3 slip.

In FIG. 2A, an example feedgas signal 202 is shown dashed and an example tailpipe signal 204 is shown solid. When exhaust system 128 is in a state of NOx slip, for example, when the SCR is not saturated and NH3 is not being released into the exhaust system, the tailpipe signal may generally be proportional to the feedgas signal. As such, the feedgas NOx signal and tailpipe NOx signal may be in phase and follow each other closely. Furthermore, when the NOx conversion efficiency is substantially zero, tailpipe signal 204 and feedgas signal 202 may be substantially identical. Conversely, for higher NOx conversion efficiencies, the shape of tailpipe signal 204 may resemble the shape of feedgas signal 202 but be a scaled down version of the feedgas signal. Alternatively, when exhaust system 128 is in a state of NH3 slip, tailpipe signal 204 may have a somewhat flattened appearance or undulate at a lower frequency than feedgas signal 202. Because of this, during NH3 slip there is usually a period of time where the two signals are out of phase. Although the tailpipe signal can exceed the feedgas signal, particularly after an increase in temperature, this generally happens during transient or changing conditions, which allows NH3 slip to be identified from the two signals by the method described herein.

The method relies on a transient response of the NOx sensors in order to allocate signal to NH3 and NOx. Therefore, a central feature of the method is the rate of change of the NOx signal as a function of time, or d(NOx)/dt. FIG. 2B shows a derivative plot wherein the slope or rate of change of tailpipe signal 204 in FIG. 2A is plotted versus time. Transient NH3 detection is built around a comparison of the actual tailpipe NOx slope detected to the predicted tailpipe NOx slope expected. As such, FIG. 2B includes actual slope 210 that represents the rate of change of the tailpipe signal 204 from FIG. 2A. Actual slope 210 is shown in four parts labeled a-d for reasons that will be described in more detail below. The method further includes predicting a tailpipe NOx slope using the slope of the feedgas NOx (from feedgas signal 202 in FIG. 2A) and the current tailpipe NOx signal, or an instantaneous reading from the tailpipe sensor. The predicted slope 212 for tailpipe NOx sensor, for example, sensor 158 in FIG. 1, can be generated using a known relationship. Herein, the tailpipe NOx slope is predicted using:
(dTPNOx/dt)exp=(TP/FG)*(dFGNOx/dt)act,
where (dTPNOx/dt)exp is the expected or predicted rate of change of the tailpipe signal, TP is an instantaneous tailpipe reading, FG is an instantaneous feedgas reading, and (dFGNOx/dt)act is the actual rate of change of the feedgas signal. Using this method, a comparison of the two slope signals based on the transient responses of the NOx sensors allows a high level of NH3 detection sensitivity. For example, in some embodiments, the transient detection method can detect NH3 levels as low as 25 ppm.

To gauge how close actual slope 210 is to predicted slope 212 during operation, in other words, how the change in NOx signal detected corresponds to the change expected from feedgas signals and system efficiencies, the ammonia slip detection (ASD) method described includes generating an envelope around the predicted slope curve. The envelope defines a region around the predicted rate of change where the NOx output signal is likely to fall when the system is in NOx slip. Therefore, FIG. 2B shows two dash-dot lines that represent a positive envelope 214 offset from the predicted slope in the positive direction and negative envelope 216 offset from the predicted slope in the negative direction. When taken together, both the positive and negative envelopes define a region around the predicted rate of change curve that allows for signal discrimination and assessment of the NOx and NH3 levels in the exhaust system.

Returning to actual slope 210 that is shown in four parts labeled a-d. The different regions of the curve signify time periods when entry conditions are met such that a comparison between the two slope curves can be expected to provide accurate determinations of the NOx and NH3 levels in the exhaust system. For example, sensors 126 and 158 within exhaust system 128 are coupled to controller 12 that may include non-transitory, computer readable data representing instructions executable by processor 102 for enabling and disabling the method based on operating conditions of the engine. Therefore, curves 210a and 210c are shown as unbolded, dashed line segments to represent exemplary periods where entry conditions are not met and the method is disabled. Conversely, curves 210b and 210d are shown as bold, dashed line segments to represent exemplary periods where entry conditions are met and the method is enabled. When engaged, a controller processes the data by comparing actual slope 210 to predicted slope 212 and the surrounding envelope. Basically, when actual slope 210 falls within the envelope, a window counter ramps negative and is decremented toward zero to indicate the exhaust system is comprised of NOx whereas when actual slope 210 falls outside of the envelope, the window counter ramps positive and is incremented toward an upper level away from zero to indicate the presence of NH3 slip in the exhaust system.

In some embodiments, during conditions of NH3 slip the exhaust system may include a tailpipe NOx sensor signal comprised of lower frequency content relative to the feedgas signal. Because of this, an upper level tailpipe frequency may be indicative of NH3 slip. Therefore, when actual slope 210 is greater than a frequency threshold, high frequency content may be indicated that is interpreted as a NOx signal. In response, the window counter may be decremented toward zero to indicate NOx slip regardless of whether the slope falls inside or outside of the envelope. For example, in some embodiments, a rate of change, (dTPNOx/dt)actual (actual slope 210 in FIG. 2B), greater than a maximum allowed rate may be treated as a NOx response by the system.

In FIG. 2C, difference plot 220 is shown that reflects the relative difference between actual slope 210 and predicted slope 212 from FIG. 2B. For clarity, a horizontal line at y=0 that indicates no difference, is also shown. Therein, the fluctuations of the actual slope relative to the predicted slope may be more clearly observed. For example, at early times on the left a negative peak is observed that reflects a lower actual slope than was predicted by the method (e.g. actual slope 210 is less than predicted slope 212). Thereafter, following the contour of the difference plot, the actual slope fluctuates around the predicted slope based on conditions in the exhaust system. Although not shown, in some embodiments, other horizontal threshold lines may also be included to further indicate places where differences between the two plots are substantially large.

Turning to FIG. 2D, a plot of the window counter that is used for indicating NH3 slip is shown. As described briefly above, when the ASD system is enabled by controller 12, the window counter increments toward an upper level that indicates NH3 slip when actual slope 210 falls outside of the envelope, and decrements toward a lower level that indicates NOx slip when actual slope 210 falls within the envelope. Therefore, window counter 230 is shown increasing when actual slope 210b falls outside of the envelope. In FIG. 2D, two thresholds are shown. First threshold 236 indicates NH3 slip in the exhaust system. As such, when the window counter exceeds first threshold 236, an NH3 flag is set to indicate that NH3 is slipping from the SCR. For simplicity, in this example method, the NH3 flag is a binary flag. Therefore, when window counter 230 is greater than first threshold 236, an NH3 flag is set to 1. Alternatively, when window counter 230 falls below first threshold 236, the NH3 flag is reset to 0. In the example signal processing application shown, the detection system is enabled in the two regions identified at 210b and 210d. During these periods, the counter is active and the controller uses the state of the system to identify whether NH3 slip is occurring or not. In some embodiments, the relative magnitude of window counter 230 compared to first threshold 236 may be used to indicate when exhaust system 128 is slipping NH3 while in other embodiments, the instantaneous location of window counter 230 relative to an upper level (indicating NH3) and a lower level (e.g. 0 indicating NOx) may be used to indicate a probability or degree of NH3 slip in the exhaust system. In still other embodiments, a second threshold 234 may be included that is lower than first threshold 236. When second threshold 234 is present, the NH3 flag may be reset to 0 when window counter 230 falls below second threshold 234 instead of first threshold 236, as was described above. Different thresholds allow for hysteresis in the system so the NH3 flag is not reset to indicate NOx if window counter 230 falls briefly below first threshold 236. Rather, NOx is indicated when window counter 230 falls below the lower threshold that is set to indicate a higher degree of NOx slip in the exhaust system.

Because the ammonia slip detection system is under the control of controller 12, instructions for disabling the detection system may be included in the programmable software stored by the control system. Although the detection system can be disabled based on many conceivable operating conditions, and many combinations of variables are possible, in one embodiment, the programmable instructions may implement the following conditions to disable the detection system: a low SCR temperature, high feedgas NOx levels indicating a saturated feedgas sensor output, high tailpipe NOx levels indicating a saturated tailpipe sensor output, low feedgas or tailpipe NOx levels below a detection threshold, high or low rates of change in the NOx conversion efficiency, low torque output by the engine system, low injection pulses of urea from a storage reservoir, a calibrateable delay after a feedgas sensor or tailpipe sensor becomes activate, a high rate of change of space velocity, a low exhaust flow, a minimum/maximum actual or predicted slope indicating a deadzone in the detected signal, and a low rate of change of feedgas NOx that identifies feedgas inflection points. In response to detection of one or more of these conditions by controller 12, the ASD method may be disabled so no processing of the signal occurs in the manner described herein. For example, actual slope 210c refers to a slope signal acquired during a period when the detection system is disabled. As another example, line 232 is a binary line indicating the disable state of the system. Therefore, when line 232 is substantially on the x-axis, the ASD system is enabled and controller 12 may monitor the exhaust conditions in the manner already described. Conversely, when line 232 is above the x-axis, the ASD system may be disabled so no signal processing occurs. As such, further processing of the tailpipe NOx signal is substantially prohibited since the information obtained may not reliably express NOx and NH3 levels within the exhaust system. During periods where the detection system is disabled, the control system may still monitor conditions within the exhaust system and further have the flexibility to activate the detection system, which in some instances, may involve overriding the disabling software or conditions identified therein.

Turning to the method for processing NOx signals by the control system, in FIG. 3, a flow chart illustrating example method 300 for the detection of ammonia slip in an exhaust gas treatment system is shown. Therein, the set of programmable decisions a controller may utilize when allocating a NOx sensor signal to either NOx or NH3, or a combination thereof, is described.

At 302, method 300 includes determining the engine operating conditions. The operating conditions may include both engine operating conditions (e.g., engine speed, engine load, amount of EGR, air fuel ratio, etc.) and exhaust gas treatment system conditions (e.g., exhaust temperature, SCR catalyst temperature, amount of urea injection, etc.).

At 304, method 300 includes determining a predicted rate of change of the tailpipe NOx sensor and generating an envelope based on the expected slope. As described above, the rate of change of the tailpipe NOx sensor may be predicted using the feedgas NOx sensor signal ouput and a current measure of the tailpipe NOx sensor signal output. Then, based on the rate of change of the tailpipe NOx sensor predicted, the method may further generate the envelope to define a region wherein the signal may be expected to fall when the exhaust system is operating in conditions of NOx slip. Although many methods can be conceived of to generate an envelope, in some embodiments, the envelope is simply a percentage of the predicted slope that is offset from the predicted slope in the positive and negative directions. For example, a controller that defines a region within 5% of a predicted slope of 10.0 may generate a positive envelope with a value of 10.5 and a negative envelope with a value of 9.5. Alternatively, if the predicted slope is smaller, e.g. 1.0, the positive envelope may have a value of 1.05 and the negative envelope may have a value of 0.95. In this way, the envelope will define a region surrounding the predicted curve that is within 5% of the curve. Returning to the envelope of FIG. 2B, the size of the region defined by the envelope clearly deviates as the magnitude of the slope of the predicted curve fluctuates around zero. At 306, method 300 includes determining the actual rate of change of the tailpipe NOx sensor.

Although method 300 may monitor NOx sensors frequently, or even continuously, controller 12 may also enable or disable the system in the manner already described with respect to FIG. 2B. As such, at 308 method 300 includes determining whether the entry conditions have been met. If controller 12 determines that the entry conditions allow for accurate measurements to be made by the detection system, for instance because the temperature of the SCR is above a threshold, then the ASD system may be activated. Therefore, at 310, the activated system includes enabling the window counter in order to compare the actual slope to the predicted slope, as indicated at 312. Alternatively, if controller 12 determines that an accurate measurement by the NOx system is not possible based on conditions detected in the engine system, at 314, the control system may disable the counter so no further signal processing occurs after signal acquisition. In some embodiments, when the ASD system is disabled, the counter may be reset by ramping the counter negative to indicate NOx slip by the system. In other embodiments, the counter may not be ramped in the manner described above, but simply hold a value until the detection system is reactivated.

Returning to 312, wherein controller 12 has determined that the entry conditions have been met and the detection system is activated to allow adjustment of a counter based on a comparison between the actual and predicted NOx rates, once the comparison is made, at 318 the controller may be programmed to determine whether the actual slope falls within the envelope. Then, based on a location of the actual slope relative to the envelope, a positive or negative score may be assigned based on the relative differences. As described in more detail above with respect to FIG. 2D, at 320 the counter is ramped positive toward an upper level that indicates NH3 slip when the actual slope falls outside of the envelope whereas at 316 the counter is ramped negative toward a lower level (e.g. zero) indicating NOx slip when the measured rate falls within the envelope.

After ramping the counter based on the relative location of the actual slope compared to the envelope surrounding the predicted rate of change, at 322 method 300 further compares the counter to a threshold to determine whether the tailpipe NOx sensor is to be allocated to NOx or NH3. In one embodiment, sensor allocation includes allocating a first portion of the NOx sensor output to NOx and a second, remaining portion of the NOx sensor output to ammonia. Then, based on the allocation, delivering reductant to the engine exhaust based on each of the first and second portions. For example, reductant can be increased responsive to increased NOx but decreased responsive to increased NH3. Therefore, the amount of reductant injected generally depends on the relative amounts indicated by the first and the second portions.

If the counter is above the first threshold, for example first threshold 236 in FIG. 2D, at 324 controller 12 may allocate at least some of the tailpipe output signal to NH3 slip and set a flag to indicate such at 326. Alternatively, if controller 12 determines that the counter falls below the first threshold, at 328 it may allocate at least some of the tailpipe output signal to NOx slip and set a flag to indicate such at 330. In some embodiments, the current status of the sensor allocation may correspond to a probability of NH3 slip while in other embodiments, NH3 slip may be indicated by a binary flag. In this manner, controller 12 can detect ammonia slip within the exhaust system and allocate the NOx sensor output to either one or both of NOx and NH3 while communicating the current status to a driver and adjusting one or more operating parameters based on the sensor output.

Continuing to FIG. 4, a routine for adjusting system operation based on the allocation of sensor output to NOx is shown. Specifically, the routine determines an exhaust NOx concentration downstream of the SCR catalyst and adjusts one or more operating parameters based on the sensor output.

At 402, operating conditions are determined. As described above, the operating conditions may include engine operating conditions (e.g., engine speed, engine load, amount of EGR, air fuel ratio, etc.) and exhaust gas treatment system conditions (e.g., exhaust temperature, SCR catalyst temperature, amount of urea injection, etc.).

Once the operating conditions are determined, the routine proceeds to 404 and the exhaust NOx concentration downstream of the SCR catalyst is determined based on the exhaust gas sensor output.

At 406, one or more operating parameters are adjusted based on the NOx concentration. As non-limiting examples, the operating parameters may include amount of EGR and amount of urea injection, or dosing level, wherein the urea dosing level may be adjusted until an actual NOx efficiency matches a predicted NOx efficiency. For example, the amount of EGR may be increased by an amount corresponding to the change in NOx amount above the threshold amount. By increasing the amount of EGR, less NOx may be emitted by the engine resulting in a reduced amount of NOx passing through the SCR catalyst. As another example, the amount of urea injection may be increased by an amount corresponding to the change in NOx amount above the threshold amount and a temperature of the SCR catalyst. The amount of urea injection may be increased by changing the pulsewidth or duration of the urea injection, for example. By increasing the amount of urea injected to the SCR catalyst, a greater amount of NOx may be reduced by the catalyst, thereby reducing the amount of NOx which passes through the catalyst. In other examples, a combination of amount of EGR and amount of urea injection may be adjusted.

In FIG. 5, a routine for adjusting system operation based on the allocation of sensor output to NH3 is shown. Specifically, the routine determines an exhaust NH3 concentration downstream of the SCR catalyst and adjusts one or more operating parameters based on the sensor output.

At 502, operating conditions are determined. As described above, the operating conditions may include engine operating conditions (e.g., engine speed, engine load, amount of EGR, air fuel ratio, etc.) and exhaust gas treatment system conditions (e.g., exhaust temperature, SCR catalyst temperature, amount of urea injection, etc.).

Once the operating parameters are determined, the routine continues to 504 and the exhaust NH3 concentration downstream of the SCR catalyst is determined based on the exhaust sensor output.

At 506, one or more operating parameters are adjusted based on the NH3 concentration. As non-limiting examples, the operating parameters may include amount of urea injection and amount of EGR. For example, the amount of urea injection may be reduced such that an amount of excess NH3 which slips from the SCR catalyst is reduced. As described above, the amount of urea injection may be increased by changing the pulsewidth or duration of the urea injection. As another example, the amount of EGR may be reduced. For example, by reducing the amount of EGR, a greater amount of NOx may be emitted from the engine. The increased NOx may be reduced by the excess NH3 in the SCR catalyst, thereby reducing the amount of NOx which passes through the SCR catalyst.

With regard to urea dosing, in one embodiment, the exhaust system may be an adaptive SCR system that achieves the proper adaptive value by adjusting the urea dosing level until the actual NOx efficiency matches the predicted NOx efficiency. For example, as tailpipe NOx levels increase, the calculated NOx efficiency decreases. If the efficiency drops too low, the adaptive system responds by increasing urea dosing to achieve the predicted NOx efficiency. Conversely, as NH3 levels increase, the calculated efficiency also decreases since NH3 looks like NOx to a NOx sensor. As such, the adaptive system responds by decreasing urea dosing to achieve the predicted efficiency. Because the adaptive correction is different for NOx versus NH3 slip, the control system may depend on allocation of a NOx sensor output to NOx and NH3 by the methods described herein.

The amount the operating parameters are adjusted may be further based on a temperature of the SCR catalyst, as the point of urea saturation of the catalyst varies with temperature. For example, when the temperature of the catalyst is a relatively higher temperature, the amount of EGR may be reduced less and/or the amount of urea injection may be reduced by a smaller amount. In contrast, when the temperature of the catalyst is a relatively lower temperature, the amount of EGR may be increased more and/or the amount of urea injection may be reduced by a larger amount.

In other examples, only the amount of EGR may be decreased or only the amount of urea injected to the SCR catalyst may be increased. In still other examples, one or more other operating parameters may be additionally or alternatively adjusted. As such, one or more operating parameters are adjusted in order to reduce the NH3 slip.

Turning now to a description of the segment length method, FIGS. 6-8 show example graphs to illustrate how transient signals may be processed based on the determination of a segment length in order to determine an allocation of the downstream NOx sensor to NOx and NH3. For example, FIGS. 6 and 7 show graphs illustrating the segment length method under NOx and NH3 slip conditions, respectively. Then, FIG. 8 shows an example temporal exhaust signal under high tailpipe NH3 slip conditions to demonstrate the method in an exhaust gas system. FIG. 9 shows an example flow chart of a routine for detecting ammonia slip in an exhaust gas treatment system via the segment length method.

The segment length method includes acquiring a portion of NOx output signal and further processing the transient signals to determine an allocation NOx and/or ammonia. As described above with respect to the envelope method, the segment length method also processes expected and measured downstream NOx signals to determine the allocation. However, rather than generating an envelope around the predicted NOx signal in order to determine the allocation, the segment length method instead relies upon calculating a total segment length for a signal trace within a rolling window that is applied when a predetermined set of conditions is met. For example, when the temperature of the SCR catalyst is above a temperature threshold, controller 12 may determine exhaust gas allocation based on the acquired signals. One advantage of the segment length method is that the allocation of the NOx sensor output may be determined at lower exhaust temperatures, for example, during lightly driven cycles when exhaust gas temperatures remain cool (e.g., T=215° C.) relative to exhaust gas temperatures of a fully warmed-up engine (e.g., T>250° C.). As described below, the processing further includes iteratively moving the window along each transient signal to process the transient signals so long as the enabling conditions are met, which allows for allocating the sensor output, and thus operational adjustments, to be made in real-time as transient signals are acquired. In this way, the methods allow for a highly efficient exhaust gas treatment system having a high sensitivity to NOx and NH3 without substantial degradation in signal accuracy.

FIGS. 6 A-D show graphs illustrating NOx slip conditions determined via the segment length method. For simplicity, FIG. 6A shows example feedgas signal 202 dashed and example tailpipe signal 204 solid. As noted above, when exhaust system 128 is in a state of NOx slip, for example, because the SCR is not saturated and NH3 is not released into the exhaust system, the tailpipe signal may be proportional to the feedgas signal. As such, the feedgas NOx signal and tailpipe NOx signal may follow each other closely. Signals that follow each other closely may also have segment lengths that follow each other closely. For this reason, a ratio of the signals or segment lengths may be expected to have a ratio of 1.0 when the difference between the measured downstream NOx signal and the expected downstream NOx signal is small. Likewise, a lower ratio indicates the actual amount of NOx measured downstream is lower than is expected based on the upstream NOx signal, which is due to the presence of ammonia in the exhaust gas system. Because the method relies on transient responses of the NOx sensors to allocate sensor outputs to either NH3 or NOx, FIG. 6B shows a derivative plot for actual slope 210 (e.g., slope 210a-d of FIG. 2B) or rate of change of tailpipe signal versus time. Transient NH3 detection is built around a comparison of the actual tailpipe NOx slope detected to the predicted tailpipe NOx slope expected. Thus, FIG. 6C further shows the expected or predicted slope 212 that represents the expected rate of change of the tailpipe signal based on the upstream NOx sensor.

Although controller 12 may be configured to continuously monitor the exhaust system and two NOx sensors in order to monitor the exhaust gas flow upstream and downstream of the SCR device, the methods generally rely upon allocating the exhaust gas sensors to NOx and ammonia under a predetermined set of conditions, which are also referred to as enabling conditions. FIGS. 6B and 6C indicate the enabling conditions schematically by first window 604 and second window 606 that represent time periods within which the predetermined set of conditions have been met and so determinations of exhaust conditions may be reliably made. For simplicity, two rolling windows are shown for each transient signal acquired (e.g., the predicted and actual NOx signals), however, during signal processing on-board an exhaust system, the rolling window may be iteratively moved along the x-axis that indicates time such that the segment length of the acquired signal within the rolling window is continuously calculated. Alternatively, because the conditions within the exhaust gas system change frequently, the enabling conditions may be met sometimes, but not met at other times. Under such dynamic exhaust conditions, controller 12 may be configured to process the transient signals contiguously. That is, the controller may process temporal regions of the transient signal that are in close proximity to each other but that are not touching or continuous with the previous segment. In this way, the temporal regions processed may be near each other, but not continuous with one another. However, the transient signals may be monitored continuously in real-time in order to monitor conditions within the exhaust gas system. For simplicity, rolling window 604 is shown having a constant size in FIGS. 6B and 6C. However, the size of rolling window may be further adjusted with time constants and time constant modifiers in other examples.

In order to determine the allocation of the sensor output, that is, the portion of the signal due to the presence of NOx and NH3, the segment length method further includes calculating the total segment length within a time window for acquired signals. For example, FIGS. 6B and 6C show segment lengths 612 and 614 overlaying the actual and predicted traces within the first rolling window 604. Then, during a second time period, segment lengths 622 and 624 are shown overlaying the traces within second window 606. Thus, FIGS. 6B and 6C show two example calculations of the segment length method.

Based on the signals shown and just described, segment length method 900 that is described in greater detail below further includes comparing the measured downstream NOx rate of change to an expected downstream NOx rate of change to determine the allocation, the allocation allocating more of the NOx sensor output to NOx than NH3 when the ratio of the measured downstream NOx rate of change is greater than a threshold relative to the expected downstream NOx rate of change. For this reason, FIG. 6D shows a TP ratio for the segment lengths calculated within each rolling window (e.g., the first and second rolling windows). With regard to the first rolling window within which segment lengths 612 and 614 are calculated and compared, first ratio 616 is shown in FIG. 6D. Likewise, segment lengths 622 and 624 are calculated and compared to generate second ratio 626. In this way, ratios of the segment lengths are used to compare the actual and predicted signals. As one example, when the ratio approaches 1.0 (or greater), the actual amount of NOx within the system is greater than the expected amount of NOx determined based on the upstream NOx sensor. As such, the probability of NOx in the exhaust gas system is higher and the allocation of the sensor output reflects this by allocating the sensor output to NOx. Thus, according to the methods described, the calculated segment length ratios (e.g., first ratio 616 and second ratio 626), can be further compared to a ratio threshold indicated by threshold 630. Then, if first ratio 616 and/or second ratio 626 are greater than threshold 630, as shown, controller 12 allocates the output sensor signal to NOx. Alternatively, if first ratio 616 and/or second ratio 626 fall below threshold 630, as shown in the example of FIG. 7, controller 12 allocates the sensor output to NH3.

With regard to the allocation of the signal to NOx and ammonia, controller 12 may be further configured to process the transient signals using the segment length method to allocate a first portion of the NOx sensor output to NOx and a second, remaining portion of the NOx sensor output to NH3, as was described in greater detail above with respect to the envelope method. However, for simplicity, the process described allocates the signal to either NOx or NH3. Based on the allocation of a first and/or second portion, the reductant delivery may be adjusted based on each of the first and second portions, with different adjustments being made for the first portion as compared to the second portion. Thus, in some examples, a counter may also be included in the segment length method that ramps negative to a lower level indicating NH3 slip (or NOx, depending on how the method is implemented) when the ratio of transient signals falls below threshold 630 and ramps positive to an upper level that indicates NOx slip when the ratio exceeds threshold 630. In this way, the allocation may be based on the counter relative to lower and upper levels. As noted already, one or more operating parameters may be adjusted based on the allocation, and a controller may be programmed with non-transitory instructions for performing the processing via the segment length method disclosed.

For comparison, FIGS. 7 A-D show graphs illustrating NH3 slip conditions determined via the segment length method. For example, FIG. 7A shows example tailpipe signal 204 solid and expected signal 702 based on the upstream NOx sensor dashed. Expected signal 702 is shown temporally oscillating, which may occur, for example, responsive to increasing and decreasing engine torques (or loads) when a vehicle commutes in high density traffic. Tailpipe signal 204 measured by the downstream NOx sensor is shown undulating less frequently as it monitors the downstream conditions within the tailpipe. Thus, the two signals shown do not follow each other closely, and are different due to the presence of ammonia in the exhaust.

FIG. 7B shows actual slope 210 based on tailpipe signal 204 while FIG. 7C shows predicted slope 710. Rolling windows are also shown in the same manner as described above with respect to FIGS. 6B and 6C. Thus, segment length 712 illustrates the total length of tailpipe signal 204 within the first rolling window and segment length 714 illustrates the total length of predicted slope 210 within the rolling window. Because the feedgas signal and therefore the predicted slope 710 oscillates frequently within the window, the total segment length of the signal trace may be higher relative to the measured signal trace. Thus, the ratio of the calculated segment lengths provides a measure of the closeness of the actual signal to the expected signal, which provides an indication of the amount of NOx and/or ammonia present in the exhaust system. FIG. 7D illustrates how the ratio of the calculated segment lengths can be used to determine the allocation based on the ratio relative to threshold 630, which is less than 1.0 but in some instances may also be 1.0 or higher. In the example shown, because first ratio 716 and second ratio 726 fall below threshold 630, the data points indicate ammonia slip, which can be expediently detected while operational adjustments are made based on the allocation.

FIGS. 8 A-E show an example exhaust signal under high tailpipe NH3 slip conditions according to the methods described. For simplicity, NOx signals are not shown in FIG. 8 while predicted slope 802 and actual slope 810 are shown on different plots for clarity. Thus, FIG. 8A shows a temporal profile of predicted slope 802 determined based on the upstream NOx rate of change. Likewise, FIG. 8B shows a temporal profile of actual slope 810 that is measured by the downstream NOx sensor. FIG. 8C is a plot of the determined segment lengths for each of the curves noted above that are calculated within rolling windows as described above with respect to FIGS. 6 and 7. Thus, FIG. 8C illustrates how the segment lengths may be plotted based on the total length calculated within a window as the window is iteratively moved along the transient signal traces provided in FIGS. 8 A and B. Curve 820 corresponds to segment lengths calculated from predicted slope 802 in FIG. 8A. Likewise, curve 822 corresponds to segment lengths calculated from actual slope 804 in FIG. 8B. FIG. 8D is a single curve representing the ratio of segment lengths at each time point of FIG. 8C. Thus, ratio trace 832 reflects the ratio of segment length traces provided in FIG. 8C and thereby provides a temporal indication of the conditions within the exhaust gas system as described above. Threshold 830 in FIG. 8D illustrates the point above which the ratio of calculated segment lengths indicates NOx slip conditions. Conversely, ratios falling below threshold 830 indicate NH3 slip conditions. FIG. 8E shows a binary trace 840 that indicates NH3 and NOx slip conditions. For simplicity, a signal of zero indicates high NOx conditions, and a signal of 1.0 indicates high NH3 conditions. The example exhaust signal shown in the graphs of FIG. 8 represent high NH3 slip conditions. Although the processed signals are allocated to either NOx or NH3 based on the determined ratios relative to the threshold, in other examples, a portion of the signal may be allocated to either NOx and/or NH3 based on the calculated segment length ratios. In other words, a counter may be included that ramps negative to a lower level indicating NH3 slip when the ratio of transient signals falls below the threshold and ramps positive to an upper level indicating NOx slip when the ratio exceeds the threshold, the allocation based on the counter relative to the lower and upper levels.

With respect to the temporal signals shown relative to the x-axis, time increases from left to right. Thus, before T1 (e.g., from time 0 to T1), the predetermined set of conditions have not been met, for example, because the vehicle has been started after a cold start and thus the SCR temperature falls below a temperature threshold. Although signals may be monitored during this time period, controller 12 may not process the signals acquired.

At T1, the ratio of calculated segment lengths represented by ratio trace 832 falls below threshold 830. Thus, controller 12 allocates the output signal to ammonia and indicates such by changing binary trace 840 to 1.0 that indicates ammonia slip. At T2, ratio trace 832 briefly exceeds threshold 830. Binary trace 840 is adjusted to 0 to indicate NOx slip. Although the method shown illustrates binary trace 840 being changed in response to ratio trace 832 exceeding threshold 830, in other embodiments, the method further includes a second threshold or a time threshold to prevent identifying a change in exhaust conditions based upon a brief or short-lived fluctuation in the exhaust gas system that does not really represent changing exhaust gas conditions. For simplicity, the transient signals shown include one threshold. At T3, ratio trace 832 again falls below threshold 830 and binary trace 840 is again adjusted to represent the ammonia slip conditions detected. The time from T4 to T5 represents a state of the exhaust gas system in which NOx is being emitted in large amounts. In response, controller 12 makes the appropriate adjustments based on the conditions detected and indicates such by updating binary trace 840. As one example, when NOx slip conditions are detected, reductant delivery based on the allocation may be adjusted to counter the high NOx levels. In this way, the system may be used to reduce emissions from the disclosed exhaust gas system, which allows for an increased efficiency. At T5, ratio trace 832 falls below threshold 830 and binary trace 840 is adjusted to represent ammonia slip. In response, the reductant delivery may again be adjusted to counter the high NH3 levels detected.

Turning to a description of the methods just illustrated, FIG. 9 shows a flow chart of segment length method 900 that is a routine for detecting ammonia slip in an exhaust gas treatment system according to the methods described above. Therein, the set of programmable decisions a controller may utilize when allocating a NOx sensor signal to either NOx or NH3, or a combination thereof based on a segment length of an acquired transient NOx signal, is described in greater detail.

At 902, method 900 includes determining the engine operating conditions. The operating conditions may include both engine operating conditions (e.g., engine speed, engine load, amount of EGR, air fuel ratio, etc.) and exhaust gas treatment system conditions (e.g., exhaust temperature, SCR catalyst temperature, amount of urea injection, etc.).

At 904, method 900 includes determining a predicted rate of change of the downstream tailpipe NOx sensor based on the upstream NOx rate of change. As described above, the rate of change of the tailpipe NOx sensor may be predicted using the feedgas NOx sensor signal ouput and a current measure of the tailpipe NOx sensor signal output. Then, at 906, method 900 includes determining the actual rate of change of the tailpipe NOx sensor. Thus, based on the rate of change of the tailpipe NOx sensor predicted and the actual rate of change of the downstream NOx sensor, the method further includes monitoring the measured and predicted NOx signals downstream of the SCR catalyst. As noted already, the comparison may reliably indicate the allocation of the sensor output to NOx and/or ammonia and therefore serve to determine whether the exhaust gas system is being operated under conditions that generate NOx and/or ammonia slip.

Although method 900 may monitor NOx sensors frequently, or even continuously, controller 12 may also enable or disable the computing system to process contiguous segments that are not continuous but that may be near each other in some instances. As such, at 910 method 900 includes determining whether the entry conditions have been met. If controller 12 determines that the entry conditions allow for accurate measurements to be made by the detection system, for instance because the temperature of the SCR is above a threshold, then the ASD system based on the segment length method may be activated. At 912, the activated system thus includes enabling a window within which the slope is further processed by calculating a total segment length within the window. Alternatively, if controller 12 determines that an accurate measurement by the NOx system is not possible based on conditions detected, the control system may disable the computing system so no further signal processing occurs after signal acquisition.

Continuing with a description of the method, at 914, method 900 includes calculating the total segment length within the rolling window for both actual and predicted NOx signal traces. As noted already, the size of the window may be adjusted by adjusting one or more of a time constant and a time constant modifier that is included in the processing module of the controller. In addition, the processor may also be configured to automatically calculate the size of the window based on the operating conditions. Thus, as one example, when a signal with higher levels of noise is detected, for instance, because the temperature within the exhaust gas system is low after a cold start, a smaller or larger window size may be used based on the noise within the signal detected. Controller 12 may also be configured to automatically determine the number of data points to include in the segment length calculation within each window. In this way, the total segment length of a signal having increased noise may be more accurately determined by increasing the resolution of the analyzer by including increased numbers of data points within the calculation. Thus, the signal may be discretized more finely and therefore the signal more accurately approximated to increase the accuracy of the segment length determination within a window based on the detected operating conditions.

At 916, method 900 further includes comparing the actual and predicted NOx signal traces by computing a ratio of the segment lengths calculated within the rolling window. As noted above, a low trace ratio indicates a lower level of NOx than expected based on the upstream NOx sensor, which indicates that a reduced amount of NOx is present in the exhaust gas system compared to the amount expected. For this reason, the disclosed ratio indicates a lower amount of NOx when the measured NOx falls below the expected NOx downstream of the SCR, which further provides an indication that ammonia is present in the exhaust gas system.

At 920, method 900 includes determining whether the ratio of the compared signals is above a threshold to further determine whether the exhaust gas system in being operated in NOx or NH3 slip conditions. If the ratio detected exceeds the NOx threshold, at 922, method 900 includes allocating the downstream sensor output to NOx. Although the allocation is described herein as belonging to either NOx or NH3, in other embodiments a first portion of the NOx sensor output may be allocated to NOx while a second, remaining portion of the NOx sensor output is allocated to NH3. Furthermore, the engine may make one or more adjustments based on the allocation, for example, by adjusting a reductant delivery based on each of the first and second portions, with different adjustments for the first portion as compared to the second portion. At 924, controller 12 may set a flag to indicate the NOx slip conditions in the exhaust gas system.

Returning to box 920, if the ratio detected instead falls below the NOx threshold, at 930, method 900 includes allocating the downstream sensor output to NH3. For example, the amount the operating parameters are adjusted may be based on a temperature of the SCR catalyst, as the point of urea saturation of the catalyst varies with temperature. Thus, when the temperature of the catalyst is a relatively higher temperature, the amount of EGR may be reduced less and/or the amount of urea injection may be reduced by a smaller amount. In contrast, when the temperature of the catalyst is a relatively lower temperature, the amount of EGR may be increased more and/or the amount of urea injection may be reduced by a larger amount. In other examples, only the amount of EGR may be decreased or only the amount of urea injected to the SCR catalyst may be increased. In still other examples, one or more other operating parameters may be additionally or alternatively adjusted. As such, one or more operating parameters may be adjusted in order to reduce the NH3 slip. At 932, controller 12 may be programmed to set a flag to indicate the NH3 slip conditions in the exhaust gas system based on the ratio relative to the threshold. In this way, the segment length methods described allows for increased signal sensitivity with a high degree of accuracy, particularly at low exhaust temperatures, which allows for enhanced signal processing during lightly driven cycles.

Although the segment length and envelope methods are described independently herein for simplicity, in some embodiments, engine 10 may be configured to use both approaches during the engine drive cycle. For this reason, FIG. 10 shows a flow chart illustrating routine 1000 for operating the control system in different processing modes according to the methods disclosed in order to allocate the exhaust gas sensor output to NOx and ammonia. For instance, under some conditions controller 12 may be programmed to process transient NOx signals via the envelope method while under other conditions, controller 12 may alternatively process transient NOx signals using the segment length method. As one example, controller 12 may advantageously use the segment length method of FIGS. 6-8 to increase processing sensitivity and thus more accurately determine the exhaust composition at the tailpipe when the vehicle is operated under cooler exhaust temperatures, e.g., when the temperature of the SCR catalyst falls below a temperature threshold (Texhaust<250° C.). Then, once the engine has been run for a while such that the engine heats up and causes the temperature of the SCR catalyst to rise above the temperature threshold (Texhaust>250° C.), engine 10 may adjust the signal processing to use the envelope method described with respect to FIG. 2, which advantageously allows for an increased processing speed in some instances. In this way, the segment length method may be used under a first set of operating conditions while the envelope method is used under a second set of operating conditions. It is further possible to use both methods simultaneously while processing transient signals during the engine drive cycle.

At 1002, operating conditions are determined. As described above, the operating conditions may include engine operating conditions (e.g., engine speed, engine load, amount of EGR, air fuel ratio, etc.) and exhaust gas treatment system conditions (e.g., exhaust temperature, SCR catalyst temperature, amount of urea injection, etc.). Then, at 1010, controller 12 may further determine whether the engine is being operated under a first set of conditions, as noted above. If controller 12 determines that engine 10 is being operated under a first set of conditions, then at 1020, controller 12 may make adjustments to operate the control system in a first mode wherein the NOx sensor output is determined via the segment length method. Alternatively, if the engine determines that engine 10 is not being operated under a first set of conditions, for instance, because engine 10 is being operated under a second set of conditions, then at 1030, controller 12 may make adjustments to operate the control system in a second mode in order to allocate the sensor output via the envelope method already described. In this way, the disclosed engine system may be further configured to use one or more of the described methods to more efficiently operate the engine system during operation.

For this reason, in some embodiments, the disclosed system thus comprises an engine with an exhaust system; an exhaust treatment system disposed in the exhaust system and including an SCR emission device, a urea injector disposed upstream of the SCR emission device, and an exhaust gas sensor disposed downstream of the SCR emission device; and a control system in communication with the exhaust gas sensor, the control system including non-transitory instructions for NH3 slip detection based on a transient NOx signal, wherein NH3 slip detection includes allocating a sensor output to each of NH3 and NOx and adjusting one or more operating parameters based on the allocation, the allocation further based on a comparison of an expected rate of change of NOx and a measured rate of change of NOx downstream of the SCR emission device and a NOx level upstream of the SCR emission device, the control system being further configured to operate in two operating modes to determine the allocation, wherein the two modes include a first mode operated under a first set of conditions that processes transient NOx signals based on a segment length of the transient NOx signal, and a second mode operated under a second set of conditions that processes transient NOx signals based on allocating more of the NOx sensor output to NOx than ammonia when the measured rate of change of NOx downstream is within an expected envelope based on the upstream NOx level.

Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various acts, operations, or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts may graphically represent code to be programmed into the computer readable storage medium in the engine control system.

This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations could use the present description to advantage.

The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application.

Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.

Claims

1. A method for an engine, comprising:

allocating a NOx sensor output to each of NH3 and NOx based on an upstream NOx rate of change and a downstream NOx rate of change relative to an SCR emission device, the allocation based on a segment length of a determined transient signal; and
adjusting reductant injection into engine exhaust via an injector based on the allocation, wherein the segment length of the determined transient signal is calculated within a window applied under a predetermined set of conditions, the allocating further including iteratively moving the window along the determined transient signal, wherein a size of the window is adjustable by one or more of a time constant and a time constant modifier.

2. The method of claim 1, wherein calculating the segment length within the window includes generating a signal trace to approximate the determined transient signal, the calculated segment length based on the signal trace that approximates the determined transient signal.

3. The method of claim 2, wherein the allocation allocates more of the NOx sensor output to NOx than NH3 when a ratio of a measured downstream NOx signal trace that approximates a measured downstream rate of change is greater than a threshold relative to an expected downstream NOx signal trace that approximates an expected downstream NOx rate of change.

4. The method of claim 3, wherein the expected downstream NOx rate of change is based on the upstream NOx rate of change.

5. The method of claim 4, wherein the upstream NOx rate of change is determined by at least one of a sensor and a model.

6. The method of claim 5, wherein the allocation allocates more of the NOx sensor output to NH3 than NOx when the ratio of the signal traces falls below the threshold, the ratio below the threshold indicating a high probability of NH3 present in the engine exhaust.

7. The method of claim 6, wherein the allocation includes allocating a first portion of the NOx sensor output to NOx and a second, remaining portion of the NOx sensor output to NH3, wherein reductant delivery is based on each of the first and second portions, with different adjustments for the first portion as compared to the second portion.

8. The method of claim 7, wherein a counter is further included that ramps negative to a lower level indicating NH3 slip when the ratio of signal traces falls below the threshold and ramps positive to an upper level indicating NOx slip when the ratio exceeds the threshold.

9. The method of claim 8, wherein the allocation is based on the counter relative to the lower level and upper level.

10. The method of claim 9, wherein one or more operating parameters are adjusted based on the allocation.

11. The method of claim 10, wherein a controller includes non-transitory instructions for performing the method.

12. A method for an engine, comprising:

real-time control of ammonia slip in an engine exhaust system based on allocating a NOx sensor output to each of NH3 and NOx based on a rate of change of NOx upstream of an SCR emission device and a rate of change of NOx downstream of the SCR emission device, the allocating based on a segment length of transient NOx signals; and
adjusting delivery of a reductant via an injector into engine exhaust based on the allocation, wherein the allocation is based on a comparison of an expected downstream NOx rate of change and a measured downstream NOx rate of change, the expected downstream NOx rate of change based on the upstream NOx rate of change determined by at least one of a sensor and a model, the comparison further based on the segment length of the transient NOx signals.

13. The method of claim 12, wherein the comparison is further based on a ratio of the segment length determined for the measured downstream NOx rate of change and the segment length determined for the expected downstream NOx rate of change.

14. The method of claim 13, wherein allocation of the NOx sensor output to each of NH3 and NOx is based on the ratio of the determined segment lengths for the measured and expected NOx rates of change.

15. The method of claim 14, wherein at least a portion of the NOx sensor output is allocated to NH3 when the ratio of the determined segment lengths for the measured and expected NOx rates of change falls below a threshold that indicates a presence of NH3.

16. The method of claim 15, wherein the threshold indicating the presence of NH3 is 1.0.

17. The method of claim 16, wherein one or more operating parameters are adjusted based on the allocation.

18. A system, comprising:

an engine with an exhaust system;
an exhaust treatment system disposed in the exhaust system and including an SCR emission device, a urea injector disposed upstream of the SCR emission device, and an exhaust gas sensor disposed downstream of the SCR emission device; and
a control system in communication with the exhaust gas sensor, the control system including non-transitory instructions for: NH3 slip detection based on a transient NOx signal, wherein the NH3 slip detection includes allocating a sensor output to each of NH3 and NOx and adjusting one or more operating parameters including reductant injection via the urea injector based on the allocation, the allocation further based on a comparison of an expected rate of change of NOx and a measured rate of change of NOx downstream of the SCR emission device and a NOx level upstream of the SCR emission device, the control system being further configured to operate in two operating modes to determine the allocation, wherein the two modes include: a first mode operated under a first set of conditions that processes transient NOx signals based on a segment length of the transient NOx signal, and a second mode operated under a second set of conditions that processes transient NOx signals based on allocating more of the NOx sensor output to NOx than ammonia when the measured rate of change of NOx downstream is within an expected envelope based on the upstream NOx level.
Referenced Cited
U.S. Patent Documents
20110185707 August 4, 2011 Upadhyay
20120017568 January 26, 2012 Geveci
20120085083 April 12, 2012 Zayan
Other references
  • Riffle, Chris et al., “Methods and Systems for Ammonia Slip Detecion,” U.S. Appl. No. 13/650,967, filed Oct. 12, 2012, 31 pages.
  • Riffle, Chris et al., “Enhanced Real-Time Ammonia Slip Detection, ” U.S. Appl. No. 13/859,435, Filed Apr. 9, 2013, 34 pages.
Patent History
Patent number: 9381468
Type: Grant
Filed: Apr 9, 2014
Date of Patent: Jul 5, 2016
Patent Publication Number: 20140301925
Assignee: Ford Global Technologies, LLC (Dearborn, MI)
Inventors: Frank Korpics (Belleville, MI), Dean Pennala (Howell, MI), Devesh Upadhyay (Canton, MI), Hao Wu (Kitchener)
Primary Examiner: Jason Shanske
Application Number: 14/248,875
Classifications
Current U.S. Class: Anti-pollution (60/274)
International Classification: F01N 3/00 (20060101); B01D 53/94 (20060101); F01N 3/20 (20060101); F01N 9/00 (20060101); F01N 11/00 (20060101);